Control method of ship, ship control program, ship control system and ship

Abstract

To provide a control method of a ship which is easy to achieve improvement in a ship maneuvering property, a ship control program, a ship control system, and a ship.SOLUTION: A control method of a ship is used for a ship which has at least a motor as a power source used for the propulsion of a ship body. The control method of the ship has regular processing and boost processing. In the regular processing, the motor is controlled according to an operation of an operation part. In the boost processing, only during a boost period, output torque of the motor is increased further than the regular processing. When a recovery period has elapsed after the finish of the boost period, the boost processing can be executed again.SELECTED DRAWING: Figure 6

Description

[Technical Field]

[0001] The present disclosure relates to a ship control method, a ship control program, a ship control system, and a ship that are used in a ship having at least a motor as a power source used to propel the hull. [Background technology]

[0002] As a related art, a boat equipped with a hybrid system that includes an engine and a motor (electrically-driven equipment) and has multiple propulsion modes (drive configurations), including engine-driven propulsion, engine-driven and motor-driven propulsion, and motor-driven propulsion, is known (see, for example, Patent Document 1). The boat according to the related art further includes a power transmission unit interposed between the propeller and multiple power sources including the engine and the motor, enabling the propeller to be driven by both the engine and the motor. Here, the hybrid system is configured to be able to switch the propulsion modes by switching a clutch included in the power transmission unit.

[0003] In a vessel according to the related art, by operating an operating lever and adjusting its operating position, the vessel's hull can be switched between forward, neutral and reverse, and the engine driving force (rotation speed) or motor driving force (rotation speed) can be adjusted. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2004-255972 Summary of the Invention [Problem to be solved by the invention]

[0005] In a vessel having a motor as a power source, as in the related art described above, the output torque of the motor is typically limited to a range below the rated torque of the motor, and the motor alone may not be able to provide sufficient output torque compared to an engine. Therefore, when sailing using the motor, for example, if a maneuver such as a crash astern, in which the vessel is suddenly stopped by switching from full ahead to full astern, may result in insufficient driving force, resulting in poor maneuverability (responsiveness). Furthermore, in a similar case, if the engine is started to supplement the driving force, a time lag occurs due to engine start, which may also result in poor maneuverability (responsiveness).

[0006] An object of the present disclosure is to provide a ship control method, a ship control program, a ship control system, and a ship that facilitate improvement of maneuverability. [Means for solving the problem]

[0007] A marine vessel control method according to one aspect of the present disclosure is used for a marine vessel having at least a motor as a power source used to propel the hull. The marine vessel control method includes a steady-state process and a boost process. The steady-state process controls the motor in response to operation of an operating unit. The boost process increases the output torque of the motor more than in the steady-state process only during a boost period. When a recovery period has elapsed after the boost period ends, the boost process can be executed again.

[0008] A marine vessel control method according to one aspect of the present disclosure is used for a marine vessel having at least a motor as a power source used to propel the hull. The marine vessel control method includes a steady-state process and a boost process. In the steady-state process, the motor is controlled in response to operation of an operating unit. In the boost process, the output torque of the motor is increased more than in the steady-state process only during a boost period. The marine vessel's propulsion modes include a motor propulsion mode in which the motor is used to propel the hull, an engine propulsion mode in which an engine is used to propel the hull, and a hybrid propulsion mode in which both the engine and the motor are used to propel the hull, and the boost process is effective only when the propulsion mode is the motor propulsion mode.

[0009] A marine vessel control program according to one aspect of the present disclosure is a program for causing one or more processors to execute the marine vessel control method.

[0010] A vessel control system according to one aspect of the present disclosure is used in a vessel having at least a motor as a power source used to propel the vessel, and includes a steady-state processing unit and a boost processing unit. The steady-state processing unit executes steady-state processing to control the motor in response to operation of an operation unit. The boost processing unit executes boost processing to increase the output torque of the motor more than the steady-state processing only during a boost period. When a recovery period has elapsed after the boost period has ended, the boost processing can be executed again.

[0011] A vessel control system according to one aspect of the present disclosure is used in a vessel having at least a motor as a power source used to propel the vessel, and includes a steady-state processing unit and a boost processing unit. The steady-state processing unit executes steady-state processing to control the motor in response to operation of an operation unit. The boost processing unit executes boost processing to increase the output torque of the motor compared to the steady-state processing only within a boost period. Propulsion modes of the vessel include a motor propulsion mode in which the motor is used to propel the vessel, an engine propulsion mode in which an engine is used to propel the vessel, and a hybrid propulsion mode in which both the engine and the motor are used to propel the vessel. The boost processing unit enables the boost processing only when the propulsion mode is the motor propulsion mode.

[0012] A vessel according to one aspect of the present disclosure includes the vessel control system and the hull. [Effects of the Invention]

[0013] According to the present invention, it is possible to provide a ship control method, a ship control program, a ship control system, and a ship that can easily improve maneuverability. [Brief explanation of the drawings]

[0014] [Figure 1] FIG. 1 is an external view showing a schematic configuration of a ship according to the first embodiment. [Figure 2] FIG. 2 is a block diagram showing a schematic configuration of the ship according to the first embodiment. [Figure 3] FIG. 3 is a schematic diagram of a drive unit of the marine vessel according to the first embodiment. [Figure 4] FIG. 4 is a schematic diagram showing the states of the drive unit in the motor propulsion mode and the engine propulsion mode of the marine vessel according to the first embodiment. [Figure 5] FIG. 5 is a schematic diagram showing the state of the drive unit in the hybrid propulsion mode of the marine vessel according to the first embodiment. [Figure 6]FIG. 6 is an explanatory diagram showing an example of the rotation speed-torque characteristics of the motor in the marine vessel according to the first embodiment. [Figure 7] FIG. 7 is an explanatory diagram of a motor control method according to the marine vessel control method of the first embodiment. [Figure 8] FIG. 8 is an explanatory diagram illustrating an upper limit value of the output torque during the boost period in the marine vessel control method according to the first embodiment. [Figure 9] FIG. 9 is a block diagram showing an example of a control system of a main part of the vessel control system according to the first embodiment. [Figure 10] FIG. 10 is a flowchart illustrating an example of the operation of the vessel control system according to the first embodiment. [Figure 11] FIG. 11 is a block diagram showing a schematic configuration of a ship according to the second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0015] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. The following embodiments are examples that embody the present disclosure and are not intended to limit the technical scope of the present disclosure.

[0016] (Embodiment 1) [1] Overall structure First, the overall configuration of a vessel 10 according to this embodiment will be described with reference to FIGS.

[0017] The vessel 10 is a mobile body that navigates (sails) on water such as the sea, a lake, or a river. In this embodiment, as an example, the vessel 10 is a "pleasure boat," which is a small vessel primarily used for sports or recreation on the sea. In this embodiment, the vessel 10 is configured to operate in response to operation (including remote operation) by a person (pilot), and is particularly a manned type that can be boarded by a person who is the pilot.

[0018] 1, the vessel 10 includes a hull 1 and a vessel control system 2. The hull 1 includes a drive unit 3 that generates power, an output section 4 that outputs propulsive force for propelling the hull 1, and an operation device 5 that accepts operations by a person (pilot). In addition, the hull 1 further includes various onboard equipment, including a steering mechanism, a display device, a communication device, and lighting equipment.

[0019] 2, the drive unit 3 has an engine 31 as a first power source, a motor 32 as a second power source, and a power transmission section 33. In this embodiment, the output section 4 includes a propeller, and receives power generated by the drive unit 3 to rotate the propeller about a rotation axis (propeller shaft), thereby outputting a propulsive force for moving the hull 1 forward or backward.

[0020] The multiple power sources, including the first power source (engine 31) and the second power source (motor 32), each generate power (mechanical energy) used to propel the hull 1. These multiple power sources have different output characteristics, and at least different maximum outputs (maximum rotation speed and maximum torque). In this embodiment, the multiple power sources are heterogeneous power sources that are completely different in terms of their systems and types. In short, the boat 10 according to this embodiment is equipped with a hybrid drive unit 3 that has multiple types of power sources.

[0021] In this embodiment, as an example, the first power source is an engine (internal combustion engine) 31 that generates power by burning fuel, and the second power source is a motor (electric motor) 32 that generates power by receiving a supply of electric power (electrical energy). More specifically, the engine 31 is a diesel engine that uses diesel as fuel, and the motor 32 is an AC motor that is driven by AC power.

[0022] The engine 31 and the motor 32 are driven independently and each generates power. Therefore, the multiple power sources can be switched between, for example, a state in which only the engine 31 is driven, a state in which only the motor 32 is driven, and a state in which both the engine 31 and the motor 32 are driven. Here, the power generated by the engine 31 and the power generated by the motor 32 are combined by a power transmission unit 33, and the combined power is supplied to the output unit 4. Therefore, for example, by combining the power of the engine 31, which is an engine, with the power of the motor 32, which is a motor, the motor 32 can assist the engine 31, thereby enabling the output unit 4 to be driven with greater power.

[0023] The power transmission unit 33 is provided between the multiple power sources (engine 31 and motor 32) and the output unit 4. The power transmission unit 33 has the function of receiving power generated by the multiple power sources and transmitting this power to the output unit 4. Here, the power transmission unit 33 combines the power from the multiple power sources (engine 31 and motor 32) and outputs the combined power to the output unit 4.

[0024] Furthermore, the power transmission unit 33 has a function of switching between whether or not power is transmitted from each of the multiple power sources (engine 31 and motor 32) to the output unit 4, i.e., between a "transmission state" and a "disconnection state." In the present disclosure, the "transmission state" refers to a state in which each power source (engine 31 or motor 32) and the output unit 4 are mechanically connected and power is transmitted from each power source to the output unit 4. When the power transmission unit 33 is in the transmission state, each power source (engine 31 or motor 32) is driven, and the output unit 4 is driven by the power generated by each power source. In the present disclosure, the "disconnection state" refers to a state in which each power source (engine 31 or motor 32) and the output unit 4 are mechanically disconnected and no power is transmitted from each power source to the output unit 4. Even if each power source (engine 31 or motor 32) is driven when the power transmission unit 33 is in the disconnection state, the power generated by each power source is not transmitted to the output unit 4, and therefore the output unit 4 is not driven.

[0025] The drive unit 3 will be explained in detail in the section titled "[2] Configuration of the drive unit."

[0026] The vessel control system 2 mainly comprises a computer system having one or more processors such as a CPU (Central Processing Unit) and one or more memories such as a ROM (Read Only Memory) and a RAM (Random Access Memory), and executes various processes (information processing). A program (vessel control program) for causing the one or more processors to execute a control method for the vessel 10 is recorded in the one or more memories in the vessel control system 2.

[0027] The vessel control system 2 controls at least the drive unit 3. That is, the vessel control system 2 controls, for example, the driving status of the engine 31 and the motor 32, and the state of the power transmission unit 33 (transmission state / disconnection state, etc.).

[0028] In this embodiment, the vessel control system 2 is electrically connected to the operating device 5 and controls the drive unit 3 and other components in response to operation signals from the operating device 5. For example, the vessel control system 2 controls the drive unit 3 in response to operation signals from the operating device 5 to rotate the propeller of the output unit 4, thereby making it possible to move the vessel 1 forward or backward. Furthermore, the vessel control system 2 controls the output (rotation speed or torque) of the engine 31 or the motor 32, thereby adjusting the rotation speed of the propeller of the output unit 4 and adjusting the moving speed of the vessel 1 (vessel speed).

[0029] The vessel control system 2 is also capable of switching between multiple propulsion modes. In this disclosure, a "propulsion mode" refers to a mode in which a different power source from multiple power sources (engines 31 and motors 32) is used to propel the hull 1. In other words, the vessel control system 2 is capable of switching between multiple propulsion modes by switching which of the multiple power sources is used to propel the hull 1.

[0030] In this embodiment, as an example, the multiple propulsion modes include three propulsion modes: a hybrid propulsion mode, a motor propulsion mode, and an engine propulsion mode. The hybrid propulsion mode is a propulsion mode in which both the engine 31 (first power source) and the motor 32 (second power source) are used to propel the hull 1. The motor propulsion mode is a propulsion mode in which, of the engine 31 and the motor 32, only the motor 32 is used to propel the hull 1. The engine propulsion mode is a propulsion mode in which, of the engine 31 and the motor 32, only the engine 31 is used to propel the hull 1.

[0031] In this embodiment, the vessel control system 2 is an integrated controller that controls the entire vessel hull 1, and is composed of, for example, an electronic control unit (ECU). However, the vessel control system 2 may be provided separately from the integrated controller. Details of the vessel control system 2 will be explained in the section "[3] Configuration of the vessel control system."

[0032] The operation device 5 is a user interface that accepts operations by a person (pilot), and is arranged, for example, in the cockpit of the hull 1 where the pilot sits. The operation device 5, for example, accepts various operations by the pilot and outputs an electrical signal (operation signal) corresponding to the operation to the vessel control system 2. In this embodiment, as an example, the operation device 5 includes an operation unit 51 (see FIG. 2) consisting of a rotationally operable operation lever. The operation device 5 includes a detection unit such as an encoder that detects the position (rotation angle) of the operation unit 51, detects the amount of operation of the operation unit 51 from the position of the operation unit 51, and outputs an operation signal representing the amount of operation. The operation device 5 may also include a plurality of mechanical switches, a touch panel, an operation dial, etc.

[0033] The cockpit is also equipped with a display device and a communication device. The display device is a user interface for outputting various information to a person (pilot). The display device is electrically connected to, for example, the vessel control system 2, and displays various screens in accordance with display control signals from the vessel control system 2. The communication device is configured to be able to communicate with other systems (including servers, etc.) outside the hull 1, and is able to exchange data with other systems.

[0034] [2] Drive unit configuration Next, the configuration of the drive unit 3 will be described in more detail with reference to FIGS.

[0035] As described above, the drive unit 3 has a plurality of power sources (the engine 31 and the motor 32) and a power transmission unit 33. As shown in Fig. 3, the drive unit 3 further has an actuator 34, a drive circuit 351, a main battery 352, a charging circuit 353, and the like. In Fig. 3 and other figures, electrical connections such as those between the drive circuit 351 and the main battery 352 are indicated by dashed lines.

[0036] In this embodiment, the engine 31 is a diesel engine having a combustion chamber partitioned by cylinders and the like, and the combustion of fuel (diesel) in the combustion chamber causes the piston to reciprocate. The engine 31 is provided with a crankshaft as an output shaft that rotates in response to the reciprocating motion of the piston, and the crankshaft is connected to a power transmission unit 33. As a result, power from the engine 31 is input to the power transmission unit 33 via the crankshaft.

[0037] In this embodiment, the motor 32 is an AC motor and is driven by AC power (AC voltage) supplied from a drive circuit 351 consisting of an inverter circuit. The drive circuit 351 is electrically connected to a main battery 352 and drives the motor 32 by converting a DC voltage output from the main battery 352 into an AC voltage and supplying the AC voltage to the motor 32. An output shaft of the motor 32 is connected to a power transmission unit 33, and power from the motor 32 is input to the power transmission unit 33 through the output shaft. The main battery 352 is provided separately from the auxiliary battery and is, for example, a large-capacity secondary battery (storage battery) such as a lithium-ion battery. The charging circuit 353 is electrically connected to the main battery 352 and charges the main battery 352 using, for example, output power from a shore power source (electric power system) or an alternator.

[0038] Furthermore, in this embodiment, the drive circuit 351 is a bidirectional inverter circuit that not only converts DC voltage to AC voltage but also converts AC voltage to DC voltage. Therefore, the drive circuit 351 can not only convert the DC voltage output from the main battery 352 into AC voltage and output it to the motor 32, but also convert the AC voltage output from the motor 32 into DC voltage and output it to the main battery 352. In other words, in the drive unit 3 according to this embodiment, by using the motor 32 as a generator, it is possible to charge the main battery 352 with the drive circuit 351 by using electrical energy (AC power) generated when the motor 32 is rotated by an external force.

[0039] In this embodiment, as shown in Fig. 3, the power transmission unit 33 includes a first clutch 331, a second clutch 332, a first gear 333, a second gear 334, a third gear 335, and a fourth gear 336. Although Fig. 3 and other figures show a simplified configuration of the power transmission unit 33, the first gear 333, the second gear 334, the third gear 335, the fourth gear 336, and the like are included in a reduction gear device serving as a marine gear.

[0040] The first clutch 331 is inserted between the output shaft (crankshaft) of the engine 31 and the output unit 4. In other words, the first clutch 331 is located midway along the power transmission path from the engine 31 to the output unit 4. The first clutch 331 has an input-side rotor 331A and an output-side rotor 331B, and is configured to be switchable between a connected state (transmitted state) and a disconnected state (disconnected state) of the input-side rotor 331A and the output-side rotor 331B.

[0041] The input side rotor 331A is connected to the output shaft (crankshaft) of the engine 31, and the output side rotor 331B is connected to the output unit 4. As a result, the input side rotor 331A receives power generated by the engine 31 and rotates. When the first clutch 331 is in a transmission state, the power of the engine 31 is transmitted to the output unit 4 via the first clutch 331, and when the first clutch 331 is in a disengaged state, the power of the engine 31 is interrupted by the first clutch 331 and is not transmitted to the output unit 4.

[0042] The first clutch 331 is, for example, a hydraulic clutch such as a wet multi-plate clutch, and is switched between a transmission state and a disconnection state by being supplied with hydraulic oil from a hydraulic circuit including a hydraulic pump. The first clutch 331 is switched between a transmission state and a disconnection state by, for example, controlling an electromagnetic valve in the hydraulic circuit using the vessel control system 2. In other words, the vessel control system 2 directly or indirectly controls the first clutch 331 to switch the first clutch 331 between a transmission state and a disconnection state.

[0043] The first gear 333 is connected to the input rotor 331A of the first clutch 331 and rotates in accordance with the rotation of the input rotor 331A. The second gear 334 is provided to mesh with the first gear 333 and rotates together with the first gear 333. The third gear 335 is connected to the output rotor 331B of the first clutch 331 and rotates in accordance with the rotation of the output rotor 331B. The fourth gear 336 is provided to mesh with the third gear 335 and rotates together with the third gear 335.

[0044] The second clutch 332 is inserted between the output shaft of the motor 32 and the second gear 334 and fourth gear 336. In other words, the second clutch 332 is located midway along the power transmission path from the motor 32 to the output unit 4. The second clutch 332 has a motor-side rotating body 332C and counter-side rotating bodies 332A and 332B, and is configured to be switchable between a connected state (transmitted state) and a disconnected state (disconnected state) of the motor-side rotating body 332C and the counter-side rotating bodies 332A and 332B.

[0045] In this embodiment, a first counter rotating body 332A and a second counter rotating body 332B are provided as the counter rotating bodies 332A, 332B. The second clutch 332 is switchable among a first transmission state in which the motor-side rotating body 332C is connected to the first counter rotating body 332A, a second transmission state in which the motor-side rotating body 332C is connected to the second counter rotating body 332B, and a disconnected state in which the motor-side rotating body 332C is disconnected from both the first counter rotating body 332A and the second counter rotating body 332B.

[0046] The motor-side rotor 332C is connected to the output shaft of the motor 32. The first opposing rotor 332A is connected to the second gear 334, and the second opposing rotor 332B is connected to the fourth gear 336. As a result, the motor-side rotor 332C receives power generated by the motor 32 and rotates. When the second clutch 332 is in the first transmission state, the power of the motor 32 is transmitted to the input-side rotor 331A of the first clutch 331 via the second clutch 332, the second gear 334, and the first gear 333. At this time, when the first clutch 331 is in the transmission state, the power of the motor 32 is combined with the power of the engine 31 and transmitted to the output unit 4 via the first clutch 331. When the second clutch 332 is in the second transmission state, the power of the motor 32 is transmitted to the output unit 4 via the second clutch 332, the fourth gear 336, and the third gear 335. On the other hand, when the second clutch 332 is in the disengaged state, the power of the motor 32 is interrupted by the second clutch 332 and is not transmitted to the output section 4 .

[0047] The second clutch 332 is, for example, a meshing clutch such as a dog clutch. The second clutch 332 is switched between the first transmission state, the second transmission state, and the disconnected state by moving the motor-side rotating body 332C using an actuator 34 configured as a shifter. The actuator 34 moves the motor-side rotating body 332C to a position where it fits into the first counter rotating body 332A, thereby placing the second clutch 332 in the first transmission state where the motor-side rotating body 332C and the first counter rotating body 332A mesh. The actuator 34 also moves the motor-side rotating body 332C to a position where it fits into the second counter rotating body 332B, thereby placing the second clutch 332 in the second transmission state where the motor-side rotating body 332C and the second counter rotating body 332B mesh. The actuator 34 disengages the second clutch 332 by moving the motor-side rotating body 332C to a position where it is not engaged with either the first opposing rotating body 332A or the second opposing rotating body 332B.

[0048] The second clutch 332 is switched between the first transmission state, the second transmission state, and the disengaged state, for example, by controlling the electric actuator 34 using the vessel control system 2. In other words, the vessel control system 2 directly or indirectly controls the second clutch 332 to switch the second clutch 332 between the transmission state (first transmission state or second transmission state) and the disengaged state.

[0049] With the drive unit 3 configured as described above, the vessel control system 2 can switch between a plurality of propulsion modes by controlling the first clutch 331 and the second clutch 332, as illustrated in Figures 4 and 5. Figures 4 and 5 schematically show the state of the drive unit 3 in each propulsion mode, and do not illustrate the drive circuit 351, main battery 352, or charging circuit 353. In Figures 4 and 5, the power transmitted from the engine 31 and motor 32 to the output section 4 is indicated by (bold) dashed arrows.

[0050] The upper part of Fig. 4 shows a motor propulsion mode in which only the motor 32 of the engine 31 and the motor 32 is used to propel the hull 1. In the motor propulsion mode, the vessel control system 2 controls the first clutch 331 to a disengaged state and the second clutch 332 to a second transmission state. Furthermore, in the motor propulsion mode, the vessel control system 2 stops the engine 31 and controls the drive circuit 351 to drive the motor 32 with power from the main battery 352. As a result, as shown in Fig. 4, the power generated by the motor 32 is transmitted to the output unit 4 via the second clutch 332, the fourth gear 336, and the third gear 335, causing the propeller of the output unit 4 to rotate, thereby generating thrust for the hull 1.

[0051] The lower part of Fig. 4 shows an engine propulsion mode in which only the engine 31 of the engine 31 and the motor 32 is used to propel the hull 1. In the engine propulsion mode, the vessel control system 2 controls the first clutch 331 to be in a transmitted state and the second clutch 332 to be in a disengaged state. Furthermore, in the engine propulsion mode, the vessel control system 2 controls the drive circuit 351 to drive the engine 31 and stop the motor 32. As a result, as shown in Fig. 4, the power generated by the engine 31 is transmitted to the output unit 4 via the first clutch 331, causing the propeller of the output unit 4 to rotate, thereby generating thrust for the hull 1.

[0052] The upper part of FIG. 5 shows a "hybrid propulsion mode (low speed)" suitable for sailing at "low speed" among the hybrid propulsion modes in which both the engine 31 and the motor 32 are used to propel the hull 1. In this hybrid propulsion mode (low speed), the vessel control system 2 controls the first clutch 331 to the transmission state and the second clutch 332 to the second transmission state. Furthermore, in the hybrid propulsion mode (low speed), the vessel control system 2 controls the drive circuit 351 to drive the engine 31 and to drive the motor 32 with electric power from the main battery 352. As a result, as shown in FIG. 5, the power generated by the engine 31 is transmitted to the output unit 4 via the first clutch 331, and the power generated by the motor 32 is transmitted to the output unit 4 via the second clutch 332, the fourth gear 336, and the third gear 335. As a result, the power from the engine 31 and the power from the motor 32 are combined to rotate the propeller of the output unit 4, thereby generating propulsive force for the hull 1.

[0053] The lower part of FIG. 5 shows a "hybrid propulsion mode (high speed)" suitable for "high-speed" sailing among the hybrid propulsion modes in which both the engine 31 and the motor 32 are used to propel the hull 1. In this hybrid propulsion mode (high speed), the vessel control system 2 controls the first clutch 331 to the transmission state and the second clutch 332 to the first transmission state. Furthermore, in the hybrid propulsion mode (high speed), the vessel control system 2 controls the drive circuit 351 to drive the engine 31 and to drive the motor 32 with electric power from the main battery 352. As a result, as shown in FIG. 5, the power generated by the engine 31 is transmitted to the output unit 4 via the first clutch 331, and the power generated by the motor 32 is transmitted to the output unit 4 via the second clutch 332, the second gear 334, the first gear 333, and the first clutch 331. As a result, the power from the engine 31 and the power from the motor 32 are combined to rotate the propeller of the output unit 4, thereby generating propulsive force for the hull 1.

[0054] 4, while the hull 1 is sailing, the rotational force of the propeller of the output unit 4 can be supplied to the main battery 352 as regenerative energy, thereby charging the main battery 352 (charging mode). In this case, the rotational force of the output unit 4 is transmitted to the motor 32 via the third gear 335, the fourth gear 336, and the second clutch 332, causing the output shaft of the motor 32 to rotate, thereby generating AC power in the motor 32. The AC power generated by the motor 32 is used to charge the main battery 352 by the drive circuit 351, which is made up of a bidirectional inverter circuit.

[0055] Similarly, in the hybrid propulsion mode (high speed) shown in the lower part of Fig. 5, when the hull 1 is sailing or stopped (anchored), it is also possible to charge the main battery 352 using the power generated by the engine 31 (charging mode). In this case, the vessel control system 2 controls the first clutch 331 to a disengaged state, so that the power generated by the engine 31 is transmitted to the motor 32 via the first gear 333, the second gear 334, and the second clutch 332, causing the output shaft of the motor 32 to rotate, thereby generating AC power in the motor 32. The AC power generated by the motor 32 is used to charge the main battery 352 by the drive circuit 351, which is made up of a bidirectional inverter circuit.

[0056] Furthermore, although not shown in FIG. 3 etc., the drive unit 3 further includes a hydraulic circuit for driving the first clutch 331, various sensors, and the like.

[0057] [3] Ship control system configuration Next, the configuration of a vessel control system 2 according to this embodiment will be described with reference to Figure 2. The vessel control system 2 is a component of the vessel 10, and together with the hull 1 constitutes the vessel 10. In other words, the vessel 10 according to this embodiment comprises the vessel control system 2 and the hull 1. As an example, in this embodiment, the vessel control system 2 is a computer system mounted on the hull 1.

[0058] As shown in Fig. 2, the vessel control system 2 includes a mode switching processing unit 21, an engine control unit 22, a motor control unit 23, a steady-state processing unit 24, a boost processing unit 25, and a limiting processing unit 26. In this embodiment, as an example, the vessel control system 2 is mainly configured as a computer system having one or more processors, and these multiple functional units (such as the mode switching processing unit 21) are realized by the one or more processors executing a vessel control program. These multiple functional units included in the vessel control system 2 may be distributed across multiple housings, or may be provided in a single housing.

[0059] The vessel control system 2 is configured to be able to communicate with devices provided in various parts of the hull 1. In other words, the vessel control system 2 is communicatively connected to at least the operation device 5, the engine 31, the drive circuit 351 that drives the motor 32, the electromagnetic valve for controlling the first clutch 331, and the actuator 34 for controlling the second clutch 332. This enables the vessel control system 2 to control the drive unit 3, for example, in response to an operation signal from the operation device 5. Here, the vessel control system 2 may exchange various types of information (electrical signals) with each device directly, or indirectly via a repeater or the like.

[0060] The mode switching processing unit 21 executes processing to switch the propulsion mode of the boat 10. In this embodiment, the boat 10 has a plurality of propulsion modes including the hybrid propulsion mode, the motor propulsion mode, and the engine propulsion mode, as described above. In this embodiment, the mode switching processing unit 21 selects one of the hybrid propulsion mode, the motor propulsion mode, or the engine propulsion mode in accordance with the operation of the operation device 5 by a person (pilot). As an example, the operation device 5 has a mode selection switch, and when one of the hybrid propulsion mode, the motor propulsion mode, or the engine propulsion mode is selected by the mode selection switch, the propulsion mode is switched to that propulsion mode.

[0061] Specifically, the mode switching processing unit 21 controls the drive unit 3 to operate in the selected propulsion mode. For example, the mode switching processing unit 21 switches the propulsion mode of the boat 10 to the motor propulsion mode by controlling the first clutch 331 to a disengaged state and the second clutch 332 to a second transmitted state (see the upper part of FIG. 4). The mode switching processing unit 21 also switches the propulsion mode of the boat 10 to the engine propulsion mode by controlling the first clutch 331 to a transmitted state and the second clutch 332 to a disengaged state (see the lower part of FIG. 4). The propulsion mode switched by the mode switching processing unit 21, i.e., the selected propulsion mode, is preferably presented to a person (pilot) on a display device or the like, for example.

[0062] The engine control unit 22 controls the engine 31 as a first power source. Specifically, the engine control unit 22 controls fuel injection for driving the engine 31, opening and closing of an exhaust valve, etc. This allows the engine control unit 22 to control the engine 31 so as to adjust the output (mainly the rotation speed) of the engine 31 to a desired value.

[0063] The motor control unit 23 controls the motor 32 as the second power source. Specifically, the motor control unit 23 controls a drive circuit 351 (see FIG. 3 ) for driving the motor 32, and the like. This allows the motor control unit 23 to control the motor 32 so as to adjust the output (mainly the rotation speed and torque) of the motor 32 to any value. Particularly in this embodiment, the motor control unit 23 is capable of two types of control of the motor 32: rotation speed control (rotational speed control) and torque control. In rotation speed control, the motor control unit 23 sets a target rotation speed of the motor 32 and controls the rotation speed of the motor 32 so as to approach the target rotation speed. In torque control, the motor control unit 23 sets a target torque of the motor 32 and controls the torque of the motor 32 so as to approach the target torque.

[0064] The steady-state processing unit 24 executes steady-state processing to control the motor 32 in accordance with the operation of the operating unit 51 while limiting the output torque of the motor 32 within an allowable range. Specifically, the steady-state processing unit 24 sets an upper limit for the output torque of the motor 32 within the allowable range, and then instructs the motor control unit 23 on the target rotation speed of the motor 32, thereby causing the motor control unit 23 to control the rotation speed of the motor 32. Here, the steady-state processing unit 24 basically increases the target rotation speed of the motor 32 as the amount of operation of the operating unit 51 increases, and decreases the target rotation speed of the motor 32 as the amount of operation of the operating unit 51 decreases. When an operation signal indicating the amount of operation of the operating unit 51 is input from the operating device 5, the steady-state processing unit 24 determines the target rotation speed corresponding to this amount of operation.

[0065] Here, the operation amount of the operating unit 51 corresponds to the rotation angle of the operating unit 51, which is an operating lever. That is, the operating unit 51 can be rotated (moved) from a neutral position to each of a forward position and a reverse position, and when the operating unit 51 is in the neutral position, the propulsive force of the hull 1 is 0 (zero). In this case, to move the hull 1 forward, the operator operates the operating unit 51 to rotate (move) it from the neutral position toward the forward position, and to move the hull 1 reverse, the operator operates the operating unit 51 to rotate (move) it from the neutral position toward the reverse position. The rotation angle of the operating unit 51 from the neutral position toward the forward position is the operation amount of the operating unit 51 when moving the hull 1 forward, and the rotation angle of the operating unit 51 from the neutral position toward the reverse position is the operation amount of the operating unit 51 when moving the hull 1 reverse.

[0066] The boost processing unit 25 executes boost processing to expand the allowable range only during the boost period. That is, while the output torque of the motor 32 is limited to within the allowable range by the steady-state processing unit 24, the boost processing unit 25 temporarily expands (expands) the allowable range, thereby temporarily raising the output torque of the motor 32. In this embodiment, as an example, the allowable range before expansion is a range whose upper limit is the "rated torque" of the motor 32, while the allowable range after expansion is a range whose upper limit is the "allowable torque" of the motor 32. The "rated torque" here refers to a torque determined for each motor 32 such that the motor 32 can continuously (successively) output rated power at a rated voltage and a rated frequency. The "allowable torque" here refers to a torque determined for each motor 32 as a maximum (upper limit) torque that can be temporarily used during operation of the motor 32, and is greater than the rated torque. That is, the motor 32 can be driven continuously (successively) at the rated torque, but can only be driven at the allowable torque for a certain period of time (for example, 10 seconds, 20 seconds, or 60 seconds).

[0067] The restriction processing unit 26 executes restriction processing to restrict the expansion of the allowable range (boost processing) by the boost processing unit 25 at least in a restricted region L1 (see FIG. 6 ) that is an acceleration region of the motor 32 due to the output torque of the motor 32 and is on the high rotation side of the motor 32. In this disclosure, the term "restriction" does not only mean completely prohibiting the expansion of the allowable range, but also means generally imposing some kind of restriction on the expansion of the allowable range by the boost processing unit 25, such as reducing the amount of expansion (expansion width) of the allowable range. In other words, the boost processing unit 25 can temporarily increase the output torque of the motor 32 by temporarily expanding (expanding) the allowable range, but in the restricted region L1, the restriction processing unit 26 imposes some kind of restriction on this increase.

[0068] Furthermore, the term "acceleration region" in this disclosure refers to a region in which the output torque of the motor 32 acts in a direction that increases (accelerates) the rotation speed of the motor 32, i.e., a region in which the output torque of the motor 32 has the same sign (positive or negative) as the rotation speed of the motor 32. On the other hand, the term "deceleration region" in this disclosure refers to a region in which the output torque of the motor 32 acts in a direction that decreases (deceleration) the rotation speed of the motor 32, i.e., a region in which the output torque of the motor 32 has the opposite sign (positive or negative) to the rotation speed of the motor 32. In the rotation speed-torque characteristics of the motor 32 shown in FIG. 6, which will be described later, the first quadrant (upper right region) and third quadrant (lower left region) are acceleration regions, and the second quadrant (upper left region) and fourth quadrant (lower right region) are deceleration regions.

[0069] [4] Ship control method An example of a method for controlling the vessel 10 (hereinafter also simply referred to as a "control method") that is mainly executed by the vessel control system 2 will be described below with reference to FIGS.

[0070] The control method according to this embodiment is executed by the vessel control system 2, which is primarily composed of a computer system, and is therefore embodied in a vessel control program. In other words, the vessel control program according to this embodiment is a computer program for causing one or more processors to execute each process related to the control method for the vessel 10. Such a vessel control program may be executed, for example, by the vessel control system 2 and a terminal device or the like in cooperation with each other.

[0071] Here, the vessel control system 2 executes the following various processes related to the control method when a specific, preset start operation is performed to execute the vessel control program. The start operation is, for example, turning on the power to the vessel 10. On the other hand, the vessel control system 2 terminates the following various processes related to the control method when a specific, preset end operation is performed. The end operation is, for example, turning off the power to the vessel 10.

[0072] [4.1] Overall processing FIG. 6 is a graph showing the rotation speed-torque characteristics of the motor 32, with the horizontal axis representing the rotation speed and the vertical axis representing the torque.

[0073] As described above, the allowable range determined for the output torque of the motor 32 includes a pre-expansion allowable range with the "rated torque" as its upper limit, and an expanded allowable range with the "allowable torque" as its upper limit. FIG. 6 schematically shows the rated torque G1 and the allowable torque G2. That is, when the allowable range is not expanded, the output torque of the motor 32 is limited to the range enclosed by the rated torque G1 in FIG. 6. When the allowable range is expanded, the output torque of the motor 32 is limited to the range enclosed by the allowable torque G2 in FIG. 6. Therefore, when the allowable range is expanded, it is possible for the motor 32 to output an output torque that exceeds the rated torque G1.

[0074] Furthermore, in the ship 10, the load characteristics G3, which represent the load applied to the motor 32, change depending on the navigation speed (ship speed). That is, in a propulsion mode (motor propulsion mode or hybrid propulsion mode) in which the output of the motor 32 is used to propel the hull 1, the navigation speed increases as the rotation speed of the motor 32 increases, and the load applied to the output section 4 becomes larger. Therefore, as shown in Fig. 6, the load characteristics G3 are determined depending on the rotation speed of the motor 32, and the load represented by the load characteristics G3 increases as the rotation speed of the motor 32 increases.

[0075] Here, the allowable range can be expanded only during the boost period. In other words, the motor 32 can be driven at the "allowable torque" only for a certain period of time (e.g., 10 seconds, 20 seconds, or 60 seconds), and the allowable range cannot be expanded arbitrarily. Therefore, in the vessel control system 2 according to this embodiment, the steady-state processing unit 24 controls the motor 32 so as to limit the motor 32 to the pre-expansion allowable range, with the rated torque G1 as the upper limit, during normal operation other than the boost period. Then, when the vessel 10 is sailing, a torque greater than the load characteristic G3 is used for acceleration. In other words, the hull 1 is accelerated by driving the motor 32 with an output torque greater than the load characteristic G3. Therefore, if the allowable range is not expanded, when accelerating the hull 1, the rotational speed of the motor 32 is increased in accordance with the rated torque G1 in FIG. 6. Then, when the rotational speed of the motor 32 increases and reaches the intersection C1 between the rated torque G1 and the load characteristic G3, the motor 32 is controlled so as not to accelerate any further. In other words, the maximum boat speed is the rotation speed of the motor 32 when the output torque of the motor 32 matches the load applied to the motor 32 due to the load characteristic G3.

[0076] On the other hand, when maneuvering the boat such as a crash astern, which switches the operating state of the operating unit 51 from full ahead to full astern to bring the boat 1 to a sudden stop, it is preferable to forcibly increase the output torque of the motor 32. In other words, when an operation such as a crash astern or a sudden start is performed on the operating unit 51, a larger output torque than usual is required of the motor 32, and therefore, when such an operation requiring a large torque is performed, it is preferable to expand the allowable range.

[0077] Therefore, the vessel control system 2 according to this embodiment is configured to start a boost period for expanding the allowable range when an operation of the operating unit 51 that causes a change in the target rotation speed of the motor 32 that is greater than or equal to a threshold is used as a trigger. In the present disclosure, "an operation of the operating unit 51 that causes a change in the target rotation speed that is greater than or equal to a threshold" refers to an operation that may require a large output torque due to a sudden change in the target rotation speed, and includes an operation in which the rate of change in the operation amount of the operating unit 51 per unit time is greater than or equal to a predetermined value, and an operation in which the change in the operation amount of the operating unit 51 per unit time is greater than or equal to a predetermined value. As an example, in this embodiment, when the operation speed (rotation speed) of the operating unit 51 is greater than or equal to a predetermined value, it is considered that an operation of the operating unit 51 that causes a change in the target rotation speed that is greater than or equal to the threshold is performed. In other words, when the operation speed of the operating unit 51 is fast (the rate of change in the operation amount is large), the operation triggers the start of a boost period for expanding the allowable range to the "allowable trigger." Therefore, for example, when the operating state of the operating unit 51 is suddenly switched from full forward speed to full reverse speed, as in the case of crash astern, the boost period starts, but when the operating state of the operating unit 51 is slowly switched from full forward speed to full reverse speed, the boost period does not start.

[0078] However, when the vessel 10 is operating at or near its maximum vessel speed, a large output torque such as that described above is not required. Therefore, the vessel control system 2 according to this embodiment limits the boost process that expands the allowable range at least in the limit region L1, which is the acceleration region of the motor 32 due to the output torque of the motor 32 and is on the high rotation side of the motor 32. As a result, the line shown as limit torque G10 in Figure 6 is the upper limit of the actual output torque of the motor 32. In other words, in Figure 6, in the first quadrant (upper right region) and third quadrant (lower left region), which are acceleration regions, there is a limit region L1 in which the output torque of the motor 32 is limited to the limit torque G10 when the rotation speed of the motor 32 exceeds a certain rotation speed.

[0079] Therefore, for example, when a crash astern is performed in which the operation unit 51 is quickly switched from full forward speed to full reverse speed to bring the boat 1 to an abrupt halt, the output torque of the motor 32 changes as shown in FIG.

[0080] That is, when sailing at maximum ship speed in motor propulsion mode, the output torque of the motor 32 is on the intersection C1 of the rated torque G1 and the load characteristic G3 in the first quadrant (upper right region). When the operating unit 51 is switched from full forward to full reverse in this state, the boost period begins, expanding the allowable range and driving the motor 32 at an allowable torque G2 exceeding the rated torque G1 (arrow A1). At this point, the output unit 4 (propeller) is rotating forward due to inertia, and the output torque of the motor 32 moves into the deceleration region where it acts to reduce (decelerate) the rotation speed of the motor 32, i.e., the fourth quadrant (lower right region) in Figure 7.

[0081] In this state, by continuing to drive the motor 32 with negative output torque, the rotation speed of the output unit 4 (propeller) gradually decreases in line with the allowable torque G2, passing through zero (0) and transitioning to reverse rotation (arrows A2 and A3). This causes a transition to an acceleration region where the output torque of the motor 32 acts in a direction to increase (accelerate) the rotation speed of the motor 32, i.e., the third quadrant (lower left region) of Figure 7. When the motor 32 rotates in the reverse direction in this way, a thrust force is generated in the output unit 4 in a direction to move the hull 1 astern, and a braking force is applied to bring the hull 1 to a sudden stop.

[0082] As described above, the control method for the boat 10 according to this embodiment is used for a boat 10 that has at least the motor 32 as a power source used to propel the hull 1. This control method includes a steady-state process, a boost process, and a limiting process. In the steady-state process, the motor 32 is controlled in response to operation of the operation unit 51 while limiting the output torque of the motor 32 within an allowable range. In the boost process, the allowable range is expanded only during the boost period. In the limiting process, the boost process is limited in at least the limiting region L1 on the high rotation side of the motor 32, which is an acceleration region of the motor 32 due to the output torque of the motor 32.

[0083] With this configuration, sufficient output torque can be obtained by expanding the allowable range even when the motor 32 is used alone. Therefore, when sailing using the motor 32 (motor propulsion mode), for example, when maneuvering the boat such as a crash astern, which switches from full forward to full reverse to bring the boat 1 to a sudden halt, it is easy to improve maneuverability (responsiveness). Moreover, at least in the acceleration region of the motor 32 due to the output torque of the motor 32, which is the limited region L1 on the high rotation side of the motor 32, the expansion of the allowable range by boost processing is limited, so it is possible to leave some margin for expanding the allowable range in preparation for operations such as a crash astern in an emergency.

[0084] The control method for the boat 10 according to this embodiment is used for a boat 10 that has at least a motor 32 as a power source used to propel the hull 1. This control method includes a steady-state process and a boost process. In the steady-state process, the motor 32 is controlled in response to operation of the operation unit 51 while limiting the output torque of the motor 32 within an allowable range. In the boost process, the allowable range is expanded only during the boost period. Here, the boost period is triggered by operation of the operation unit 51 that causes a change in the target rotation speed of the motor 32 that is equal to or greater than a threshold value.

[0085] With this configuration, by expanding the allowable range, sufficient output torque can be obtained even when using only the motor 32. Moreover, the boost period for expanding the allowable range is initiated when an operation of the operating unit 51 that causes a change in the target rotation speed of the motor 32 that exceeds the threshold is used as a trigger. Therefore, when sailing using the motor 32 (motor propulsion mode), for example, when maneuvering the boat such as a crash astern that switches from full forward to full reverse to bring the boat 1 to a sudden halt, maneuverability (responsiveness) can be easily improved.

[0086] Furthermore, in this embodiment, the restricted region L1 exists only in the acceleration region of the deceleration region and acceleration region of the motor 32 due to the output torque of the motor 32. In other words, in the second quadrant (upper left region) and the fourth quadrant (lower right region), which are deceleration regions in terms of the rotation speed-torque characteristics of the motor 32 as shown in Figure 6, the extension of the allowable range by the boost process is not limited. Therefore, for maneuvers such as crash astern, the extension of the allowable range by the boost process is not limited, and it is possible to request a large output torque from the motor 32.

[0087] Furthermore, in the control method according to this embodiment, the limiting process gradually reduces the amount of extension of the allowable range as the rotational speed of the motor 32 increases. That is, as shown in Fig. 6, when the extension of the allowable range is limited by the limiting process, the amount of extension of the allowable range is gradually (continuously or stepwise) reduced as the rotational speed of the motor 32 increases, thereby smoothly connecting the allowable torque G2 and the rated torque G1 at the limiting torque G10. As a result, when the extension of the allowable range is limited by the limiting process during acceleration to increase the rotational speed of the motor 32, the hull 1 is less likely to be subjected to an impact due to a sudden change in output torque.

[0088] In this embodiment, the propulsion modes of the boat 10 include a motor propulsion mode in which the motor 32 is used to propel the hull 1, an engine propulsion mode in which the engine 31 is used to propel the hull 1, and a hybrid propulsion mode in which both the engine 31 and the motor 32 are used to propel the hull 1. The boost process for expanding the allowable range is effective only when the propulsion mode is the motor propulsion mode. That is, the allowable range cannot be expanded by the boost process in the hybrid propulsion mode as well as in the engine propulsion mode, so the output torque of the motor 32 is limited to the allowable range before expansion (below the rated torque G1). This makes it possible to leave a margin for expanding the allowable range in preparation for operations such as a crash astern in an emergency in a propulsion mode in which only the output of the motor 32 is used to propel the hull 1.

[0089] In this embodiment, as shown in FIG. 8, the boost period T1 during which the motor 32 can be driven at the allowable torque G2 is limited to a certain time t2. FIG. 8 shows the allowable range (upper limit of output torque) during the boost period T1 during which the allowable range-expanding boost process is executed, with the horizontal axis representing time and the vertical axis representing the torque of the motor 32. In other words, the boost period T1 during which the allowable range can be expanded from the rated torque G1 to the allowable torque G2 ends when the certain time t2 has elapsed since the boost process for expanding the allowable range began. In other words, the boost process is a time-limited process, and after the certain time t2 has elapsed, the allowable range returns to the rated torque G1 before expansion. This allows the boost process for expanding the allowable range to continue only within the certain time t2, thereby preventing excessive strain on the motor 32.

[0090] Furthermore, in the control method according to this embodiment, the allowable torque range is gradually reduced over time during the boost period T1 during the boost process. That is, as shown in FIG. 8 , after the allowable torque range is expanded from rated torque G1 to allowable torque G2 by the boost process, the allowable torque range is gradually (continuously or stepwise) reduced over time to smoothly transition between G2 and G1. In the example of FIG. 8 , the reduction in the extension amount begins after a predetermined time t1, which is shorter than t2, has elapsed. The extension amount decreases in proportion to the elapsed time so that the allowable torque range becomes G1 when t2 elapses and the boost period T1 ends. This reduces the impact of a sudden change in output torque on the hull 1 when the boost process is forcibly terminated after t2. The predetermined time t1 is, for example, approximately half the predetermined time t2. For example, if t2 is 10 seconds, then t1 is approximately 5 seconds.

[0091] Furthermore, in this embodiment, the boost process can be executed again once the recovery period has elapsed after the end of the boost period T1. That is, for example, after the boost period T1 ends after a certain time t2 has elapsed, the remaining time of the boost period T1 is restored once the recovery period required for cooling the motor 32, etc., has elapsed. As a result, even after the allowable range has been expanded by the boost process and the output torque of the motor 32 has been increased, the output torque of the motor 32 can be increased again after the recovery period has elapsed.

[0092] Specifically, in this embodiment, the boost period T1 during which the boost process that expands the tolerance range is executed is a fixed time t2. During the boost process, the fixed time t2 counts down, and the boost process is forcibly terminated when the remaining time reaches zero (0). Therefore, the countdown begins simultaneously with the start of the boost process, and if the boost process ends during the boost period T1, the countdown stops at that point. If the boost process is resumed with remaining time, the countdown resumes from that remaining time. For example, if the fixed time t2 is 10 seconds and the boost process ends 7 seconds after the start of the boost process, the remaining time in the boost period T1 will be 3 seconds. In this case, when the boost process is resumed, the boost process is only possible for a boost period T1 of up to 3 seconds.

[0093] Here, the remaining time of the boost period T1 to be recovered may change depending on the length of the recovery period. As an example, assume that the remaining time of the boost period T1 is recovered by one-tenth of the recovery period. In this case, from a state in which the boost period T1 is used up and the remaining time is zero (0), the remaining time of the boost period T1 recovers to one second after 10 seconds have passed, and the remaining time of the boost period T1 recovers to 10 seconds after 100 seconds have passed.

[0094] [4.2] An example of a control system Next, an example of a control system for implementing the processes performed by the steady-state processing unit 24, the boost processing unit 25, and the limiting processing unit 26 of the vessel control system 2 will be described.

[0095] That is, according to a control system such as that shown in the block diagram of FIG. 9, in the motor propulsion mode, the command torque (command value of output torque) of the motor 32 can be limited within an allowable range. In the control system shown in FIG. 9, the target rotation speed and actual rotation speed (actual rotation speed) of the motor 32 are input, and the command torque of the motor 32 is output. Specifically, a rotation speed control block B1 determines the target torque of the motor 32 based on the target rotation speed and actual rotation speed. A torque limiting block B2 calculates the command torque by adding an output torque limit to the target torque. At this time, the torque limiting block B2 sets an upper limit on the output torque and calculates a command torque equal to or less than the upper limit in order to limit the output torque within an allowable range.

[0096] The allowable range is calculated in a navigation torque limit block B3 and a time limit block B4. The navigation torque limit block B3 calculates the upper limit (allowable range) of the output torque from the actual rotation speed by referring to a map of the rotation speed-torque characteristics of the motor 32, as shown in FIG. 6. That is, block B3 calculates the upper limit, a torque greater than the rated torque G1 and less than the allowable torque G2, within the range where the rotation speed is less than or equal to the intersection C1 of the rated torque G1 and the load characteristic G3. The time limit block B4 calculates the upper limit (allowable range) of the output torque according to the elapsed time from the start of the boost period T1 by referring to a time-torque characteristic map, as shown in FIG. 8. That is, block B4 counts down the boost period T1 while the command torque exceeds the rated torque G1, and when the remaining time of the boost period T1 reaches zero (0), it sets the rated torque G1 as the upper limit (allowable range) of the output torque. Furthermore, block B4 counts the time during which the command torque is equal to or less than the rated torque G1 as part of the recovery period, and recovers the remaining time of the boost period T1 according to the recovery period.

[0097] [4.3] Flowchart Next, the overall flow of processing related to the control method for the boat 10 according to this embodiment will be described with reference to the flowchart of FIG.

[0098] That is, in the control method according to this embodiment, the steady-state processing unit 24 of the vessel control system 2 sets the allowable range of the output torque of the motor 32 to the rated torque G1 (S1). In step S2, the vessel control system 2 determines whether or not the operation unit 51 has been suddenly operated, resulting in a change in the target rotation speed of the motor 32 that is greater than or equal to the threshold value. If an operation has been performed in which the rate of change in the operation amount of the operation unit 51 is greater than or equal to a predetermined value, such as a crash astern (S2: Yes), the vessel control system 2 proceeds to step S3. On the other hand, if the operation unit 51 has not been suddenly operated (S2: No), the vessel control system 2 proceeds to step S1.

[0099] In step S3, the vessel control system 2 determines whether the remaining time of the boost period T1 is greater than zero (0). If the remaining time of the boost period T1 is zero (0) (S3: No), such as immediately after the boost process has already been performed, the vessel control system 2 proceeds to step S1. On the other hand, if the remaining time of the boost period T1 is greater than zero (0) (S3: Yes), the vessel control system 2 proceeds to step S4.

[0100] In step S4, the boost processing unit 25 of the vessel control system 2 expands the allowable range to the allowable torque G2. However, as shown in FIG. 8, depending on the remaining time, the allowable range may be expanded to a torque smaller than the allowable torque G2. In the next step S5, the vessel control system 2 determines whether the rotation speed of the motor 32 has reached the limit region L1. If the rotation speed of the motor 32 has reached high rotation speed and has reached the limit region L1 (S5: Yes), the vessel control system 2 proceeds to step S1. At this time, the limit processing unit 26 of the vessel control system 2 disables the boost processing and sets the allowable range of the output torque of the motor 32 to the rated torque G1 (S1). On the other hand, if the rotation speed of the motor 32 has reached high rotation speed and has not yet reached the limit region L1 (S5: No), the vessel control system 2 proceeds to step S3.

[0101] The vessel control system 2 repeatedly executes the processes of steps S1 to S5. However, the flowchart shown in Fig. 10 is merely an example, and processes may be added or omitted as appropriate, and the order of processes may be changed as appropriate.

[0102] [5] Variation Below, we will list some modified examples of embodiment 1. The modified examples explained below can be applied in appropriate combinations.

[0103] The vessel control system 2 according to the present disclosure includes a computer system. The computer system is primarily composed of one or more processors and one or more memories as hardware. The functions of the vessel control system 2 according to the present disclosure are realized by the processor executing a program stored in the memory of the computer system. The program may be pre-stored in the memory of the computer system, provided via a telecommunications line, or provided by being stored on a non-transitory recording medium such as a memory card, optical disk, or hard disk drive that is readable by the computer system. In addition, some or all of the functional units included in the vessel control system 2 may be configured with electronic circuits.

[0104] Furthermore, it is not essential for the vessel control system 2 that at least some of the functions of the vessel control system 2 are concentrated in one housing, and the components of the vessel control system 2 may be distributed across multiple housings. Conversely, in embodiment 1, the functions that are distributed across multiple devices (for example, the vessel control system 2 and the operating device 5) may be concentrated in one housing.

[0105] Furthermore, at least a portion of the vessel control system 2 does not necessarily have to be mounted on the vessel hull 1, but may be provided separately from the vessel hull 1. As an example, if the vessel control system 2 is embodied by a server device provided separately from the vessel hull 1, control of the vessel 10 (hull 1) by the vessel control system 2 becomes possible through communication between the server device and (a communication device of) the vessel 1. At least a portion of the functions of the vessel control system 2 may be realized by the cloud (cloud computing) or the like.

[0106] Furthermore, the vessel 10 is not limited to a pleasure boat, but may be a merchant vessel including a cargo ship and a cargo-passenger ship, a work vessel including a tugboat and a salvage ship, a special vessel including a weather observation vessel and a training ship, a fishing boat, a naval vessel, etc. Furthermore, the vessel 10 is not limited to a manned type with a pilot on board, but may be an unmanned vessel that can be remotely operated by a person (pilot) or that can operate autonomously.

[0107] Furthermore, the engine 31 is not limited to a diesel engine and may be, for example, an engine other than a diesel engine. The motor 32 is also not limited to an AC motor and may be, for example, a DC motor. Furthermore, the motor 32 may be driven by power supplied from a power generation device such as a fuel cell or a solar power generation device.

[0108] Furthermore, the vessel 10 may be provided with multiple power sources including an engine 31 and a motor 32 in the hull 1, and may be provided with three or more power sources, for example, a third power source in addition to the engine 31 and the motor 32.

[0109] Furthermore, the operation unit 51 is not limited to an operation lever, and may be, for example, a foot-operated operation pedal, a touch panel, a keyboard, a pointing device, or the like. If the operation unit 51 is made up of an operation pedal, the amount of depression is the operation amount of the operation unit 51. Furthermore, the operation unit 51 may adopt a mode such as voice input, gesture input, or input of an operation signal from another terminal.

[0110] Furthermore, it is not essential that the propulsion mode be switched in response to a switching operation by the user (pilot). For example, the mode switching processor 21 of the vessel control system 2 may automatically switch the propulsion mode in response to the current position or speed of the vessel 1, the navigation conditions of the vessel 1, or the remaining capacity of the main battery 352.

[0111] Furthermore, the boost process that expands the tolerance range may be effective not only when the propulsion mode is the motor propulsion mode but also when the propulsion mode is the hybrid propulsion mode, or the boost process may be effective only when the propulsion mode is the hybrid propulsion mode.

[0112] Furthermore, the trigger for starting the boost period T1 is not limited to the operation speed (rotation speed) of the operation unit 51 being equal to or greater than a predetermined value. For example, if the operation unit 51 includes an emergency stop button, pressing the emergency stop button may be considered as an operation of the operation unit 51 that causes a change in the target rotation speed of the motor 32 equal to or greater than a threshold, and this may be used as a trigger to start the boost period T1. Alternatively, the boost period T1 may be started not by the operation of the operation unit 51 but by the satisfaction of another activation condition.

[0113] (Embodiment 2) 11, the control method for a boat 10A according to this embodiment differs from the control method according to the first embodiment in that it is used for a boat 10A that has only a motor 32 as a power source. Hereinafter, the same components as those in the first embodiment will be denoted by the same reference numerals, and the description thereof will be omitted as appropriate.

[0114] That is, in this embodiment, the drive unit 3 of the hull 1 does not include an engine 31 (see FIG. 2) as a power source. Furthermore, the mode switching processing unit 21 (see FIG. 2) and the engine control unit 22 (see FIG. 2) are omitted from the vessel control system 2. In this way, even in a vessel 10A that has only the motor 32 as a power source, it is possible to apply the process of limiting the output torque of the motor 32, as in the first embodiment.

[0115] The configuration of the second embodiment can be adopted in appropriate combination with the various configurations (including modified examples) described in the first embodiment.

[0116] <Notes on the invention> A marine vessel control method according to one aspect of the present disclosure is used in a marine vessel having at least a motor as a power source used to propel the hull. The marine vessel control method includes a steady-state process, a boost process, and a limiting process. The steady-state process controls the motor in response to operation of an operating unit while limiting the output torque of the motor within an allowable range. The boost process extends the allowable range only during a boost period. The limiting process limits the boost process at least in a range of acceleration of the motor caused by the output torque of the motor, which is a limiting range on the high rotation side of the motor.

[0117] A marine vessel control method according to one aspect of the present disclosure is used for a marine vessel having at least a motor as a power source used to propel the hull. The marine vessel control method includes a steady-state process and a boost process. The steady-state process controls the motor in response to operation of an operating unit while limiting the output torque of the motor within an allowable range. The boost process expands the allowable range only during a boost period. The boost period is triggered by operation of the operating unit that causes a change in the target rotation speed of the motor that is greater than or equal to a threshold value.

[0118] A marine vessel control program according to one aspect of the present disclosure is a program for causing one or more processors to execute the marine vessel control method.

[0119] A vessel control system according to one aspect of the present disclosure is used in a vessel having at least a motor as a power source used to propel the hull, and includes a steady-state processing unit, a boost processing unit, and a limiting processing unit. The steady-state processing unit controls the motor in response to operation of an operating unit while limiting the output torque of the motor within an allowable range. The boost processing unit extends the allowable range only during a boost period. The limiting processing unit limits the extension of the allowable range by the boost processing unit at least in an acceleration range of the motor due to the output torque of the motor, which is a limit range on the high rotation side of the motor.

[0120] A vessel according to one aspect of the present disclosure includes the vessel control system and the hull. [Explanation of symbols]

[0121] 1. Hull 2. Ship Control System 10,10A ship 24 Regular Processing Section 25 Boost processing section 26 Restriction processing unit 26 31 Engine 32 motor 51 Operation section L1 Restricted Area T1 Boost Period t2 fixed time

Claims

1. Used in a vessel having at least a motor as a power source used to propel the vessel, a steady-state process for controlling the motor in response to an operation of an operation unit; a boost process for increasing the output torque of the motor to a value higher than that of the steady process only during a boost period; When a recovery period has elapsed after the boost period has ended, the boost process can be executed again. How to control a vessel.

2. Used in a vessel having at least a motor as a power source used to propel the vessel, a steady-state process for controlling the motor in response to an operation of an operation unit; a boost process for increasing the output torque of the motor to a value higher than that of the steady process only during a boost period; the marine vessel propulsion modes include a motor propulsion mode in which the motor is used to propel the hull, an engine propulsion mode in which an engine is used to propel the hull, and a hybrid propulsion mode in which both the engine and the motor are used to propel the hull, The boost process is effective only when the propulsion mode is the motor propulsion mode. How to control a vessel.

3. In the steady-state processing, the output torque of the motor is limited to an allowable range; In the boost process, the output torque of the motor is increased by expanding the allowable range, The present invention further includes a limiting process for limiting the boost process at least in an acceleration region of the motor due to the output torque of the motor, which is a limiting region on the high rotation side of the motor.

3. A method for controlling a ship according to claim 1 or 2.

4. A method for controlling a ship according to any one of claims 1 to 3, A ship control program for execution by one or more processors.

5. Used in a vessel having at least a motor as a power source used to propel the vessel, a steady-state processing unit that executes steady-state processing for controlling the motor in response to an operation of an operation unit; a boost processing unit that executes a boost processing to increase the output torque of the motor to a value higher than that of the steady processing only during a boost period; When a recovery period has elapsed after the boost period has ended, the boost process can be executed again. Ship control systems.

6. Used in a vessel having at least a motor as a power source used to propel the vessel, a steady-state processing unit that executes steady-state processing for controlling the motor in response to an operation of an operation unit; a boost processing unit that executes a boost processing to increase the output torque of the motor to a value higher than that of the steady processing only during a boost period; the marine vessel propulsion modes include a motor propulsion mode in which the motor is used to propel the hull, an engine propulsion mode in which an engine is used to propel the hull, and a hybrid propulsion mode in which both the engine and the motor are used to propel the hull, the boost processing unit enables the boost processing only when the propulsion mode is the motor propulsion mode; Ship control systems.

7. The vessel control system according to claim 5 or 6, The hull, ship.

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